Liam wharton



(No Model.) 2 sheetssheen 1.

V'.11NGE11BR. SWITCH FOR OVERHEAD RAILWYS.

No. 664,626. Patented 66116 14, 1667.

FIGLI.

2 Sheets-Sheet 2.

(No Model.)

V. ANGBRER.

SWITCH FOR OVERHEAD RAILWAYS.

Patented June 14, 1887..

., `UNITED STATES PATENT OFFICE..

VICTOR ANGERER, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO WIL- LIAM'VVHARTONl J R., & COMPANY, OF SAME PLAGE.

" SWITCH FOR OVEPIHEAD RAILWAYS.

SPECIFICATION forming part of Letters Patent UNO. 364,626, dated June14,1887.

y Application filed March 1T, 1887. Serial No'. 231,262. (No model.)

, To all whom t may concern.-

Be it known that I, 'Vieron-ANGEREE, a subject of thc Emperor ofAustria, residing in Philadelphia, Pennsylvania, have invented certainImprovements in Overhead Railways, of which the following is aspecification.

My invention relates to overhead railways where one rail is usedand atruck or block travels on the rail, carrying its load below the rail.These railways-are used more especially in machine-shops and likeplaces, and are generally built between rows of machinery and secured totherafters above, and are intended to transfer heavy work from onemachine to another. Usually ordinary switcheshave been used to transferthe truck from one track to the other ,'but these switches are greatlyin thev way, as space has to be left directly under a perspective viewof my improved overheadrailway transfer. Fig. 2 is a side view; and Fig.3, an end View, looking in the direction lof' the arrow, Fig. l.

A A' are the main rails, hung from the timbers B by hangers a. I haveshown in the present instance two rails; but it will be understood that.more than two rails may be used.

Secured to timbers C,l running transversely to the timbers B, are railsD D, on a plane above the main rails, and constituting atrack on whichtravels the transfer-carriage E. This carriage E is formed of Vtwoframes, c c, connected together at the top by the axles F F', on whichare the traction-wheelsf, adapted to the railsD D, and are securedtogether at their lower extremities by a rail, G, which is on the sameplane as the rails A A'.

' The vcarriage G is moved on its rails by a chain, h, which passes overa chaiirwheel, 7i',

l on a shaft, H. This shaft Il is provided at cach side withpinion-wheelsi,`which mesh into pinions j on studs j' on theframes c c.These pinions mesh with gears f', formed on the traction-wheelf onthe'axle F, so that by turning the chain-wheel h' the carriage E istraversed on the tracks D D.

Pivoted to a stud, K', on one of the hangers a, nearest therails A, is acam-lev`er, K, and

on the hangers a a of the rails A A'are pro- 'Vided ca1n-levers L. Thesetwo levers K L,

rIhe above-described automatic stops form the subject of a separateapplication for a patent,

=liled by me on March 25, 1887, -Serial No.

N is a catch-lever hung to one side of the carriage E, and to one arm,n, of this lever is attached an operating-cord, q, and the other arm,n', is notched and beveled on each side of the notch, in order that itmay ride over and catch on the stationary lugs p p' at each rail AA A',in order that the rail G may be locked vin line with the rail A or A',as the case may be. To unlock the catch N, the cord q is pulled, raisingthe catch free from the lng.

The operation of the device is as follows: If,P for instance, a truck,W, on the rail A has to be transferred to the rail A', the carriage E istraversed by the chain and chain-wheel on the rails D D until its rail Gis opposite the rail A, when the catch-lever N will rise and drop overthe lug p. The rail G will then be locked in line with the rail A; atthe same time an arm, 7c3, of the lever K will strike a roller, m, ofthe lever L, which will depress the arm kf* and raise the arm 7c', thewheel 7a2 on this arm 'raising the lever L by riding underv the camfacem', thus lifting the lever. Both levers, when the rails G and A are inline, will be in the position shown by dotted lines in Fig. 3,

and the truck XV can be transferred onto the rail G-fro1n the rail A.The catch-lever is then raised clear of the stop-lug p and thecarcarriage E is moved out of line with the rail the stop-lever L dropsback into place on the rail A, as also does the lever K on the rail G.

I claim as my invention- 1. The combination, in an overhead railway, ofa series of main rails and a track, D, at an angle thereto and on ahigher plane, with a carriage, E, traveling on said track and earrying arail, G, which can thereby be moved into line with any one of the mainrails, all substantially as specified.

2. The combination, in an overhead railway, of the main rails A A, railsD D at right angies thereto, and a carriage, E, carrying the rail G,shafts F, Ff, and I-l, and chain-pulley h' 15 on the shaft H, and gearedto the wheels on the shaft F and adapted to drive the carriage, allsubstantially as specified.

In testimony whereof Ihave signed my name to this specieation in thepresence of two sub- 2o Scribing witnesses.

VICTOR ANG ERER.

Witnesses:

HENRY HowsoN, H ARRY SMITH.

- Correction n Letters Patent No. 364,626.

It is hereby certified that the name of the assignee in Letters PatentNo. 364,626, granted June 14, 1887, upon the application of VictorAngerer, of Philadelphia, Pennsylvania, for an improvement in Switchesfor Overhead Railways, Was erroneously vvritten and printed WilliamWharton, Jr., 8u Gornpan'y57 that said name should have been Written andprinted William Wharton, Jr., and Company, Incorporated; and that thesaid Letters Patent should 4loe read with this eorreetion therein thatthe same may conform to the record of the ease in the Patent Ooe.

Signed, oonntersigned, and sealed, this 28th day of June, A. D. 1887.

D. L. HAWKINS, Acting Secretary of the Interior.

[SEAL] t Commissioner of Patents.

